JP5020586B2 - Automotive seat - Google Patents

Description

  The present invention relates to an automobile seat, and more particularly to an automobile seat provided with an occupant protection mechanism.

In order to protect an occupant from an impact caused by a collision on the side of a vehicle, a side airbag or a curtain airbag is conventionally mounted. In conventional side airbags and curtain airbags, the side collision detection sensor detects a collision, and gas is sent from the inflator into the airbag until the occupant collides with the side door of the vehicle (secondary collision). The air bag is deployed between the occupant and the side door to protect the occupant. Patent Document 1 discloses a vehicle chest head integrated airbag in which a side airbag and a curtain airbag are integrated.
JP 2000-289558 A

  The impact absorbing function of the airbag is exhibited when the airbag is sandwiched between a passenger and a rigid body such as a side door. However, for example, in the front seat of a passenger car, there is no opposed object on the side opposite to the side door, that is, the adjacent seat side. Therefore, since the airbag escapes in the direction in which it is pressed, there is a possibility that the shock absorbing performance cannot be fully exhibited. Considering a case where a side collision occurs with a passenger car, and the occupant has a secondary collision on the side door side and a third collision on the opposite side, and then the third collision occurs after the collision occurs and the airbag inflates. By the time it occurs, the air in the airbag escapes, and the impact absorption performance can be reduced.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide an automobile seat having a function of protecting an occupant in the event of a collision with a vehicle side surface and having a necessary protective function with a simple configuration.

  An automobile seat according to an example of the present invention is an automobile seat provided with a mechanism for protecting an occupant against an impact on a side surface of the automobile, and includes a seating portion on which an occupant is seated and a side portion side of the seating portion. And a rigid body portion that can be deployed on the center side of the automobile, and a buffer portion that is fixed to the rigid body portion and absorbs an impact on the occupant between the rigid body portion and the occupant, and is fixed to the seating portion. And an occupant protection mechanism. As a result, it is possible to provide an automobile seat that has a function of protecting an occupant in the event of a collision with the side surface of the vehicle and has a necessary protection function with a simple configuration.

  Here, it is preferable that the rigid body portion expands in response to a side collision of the automobile. Further, it is preferable that the protection mechanism is located substantially parallel to the back of the seating portion in the accommodated state or located behind the back of the seat, and is pushed forward from the accommodated state in response to a collision with the automobile. Thereby, a passenger | crew can be protected at the time of a side collision, and the field of view of a passenger | crew's side can be ensured at the time of normal.

  Furthermore, it is preferable that the seating portion includes a backrest and a head rest fixed on the backrest, and the height of the protection mechanism in the accommodated state is lower than the headrest. Thereby, it can avoid that a passenger | crew protection mechanism obstruct | occludes a passenger | crew's visual field.

  An automobile seat according to another example of the present invention is an automobile seat provided with a mechanism for protecting an occupant against an impact on a side surface of the automobile, and a seating portion on which the occupant is seated, and is fixed to the seating portion. A first rigid body portion that is deployable on the side of the seating portion and on the center side of the vehicle, and a first buffer portion that is fixed to the rigid body portion and absorbs an impact on the occupant An inner occupant protection mechanism, a second rigid body portion fixed to the seating portion and deployable on a side portion side of the seating portion and on the side door side of the automobile, and fixed to the rigid body portion. And an outer occupant protection mechanism having a second buffer portion that absorbs an impact on the occupant with the occupant. As a result, it is possible to provide an automobile seat that has a function of protecting an occupant in the event of a collision with the side surface of the vehicle and has a necessary protection function with a simple configuration.

  Here, it is preferable that the first rigid body portion and / or the second rigid body portion expand in response to a side collision of the automobile. Further, it is preferable that the outer occupant protection mechanism and / or the inner occupant protection mechanism are substantially parallel to the backrest of the seating portion or rearward of the backrest in the accommodated state. Thereby, a passenger | crew can be protected at the time of a side collision, and the field of view of a passenger | crew's side can be ensured at the time of normal.

  Further, the seating portion includes a backrest and a headrest fixed on the backrest, and the outer occupant protection mechanism is substantially the same height as the headrest in the housed state, The occupant protection mechanism is preferably lower than the head rest in the accommodated state. Thereby, it can avoid that an inner side passenger | crew protection mechanism obstruct | occludes a passenger | crew's visual field.

  Furthermore, it is preferable that the second rigid body portion is preliminarily deployed in advance before the collision with the side surface of the automobile and is actually deployed at the time of the collision, and the first rigid body portion is deployed at the time of the collision without being preliminarily deployed. As a result, the configuration can be further simplified, the number of parts can be reduced, and a state in which the head of the occupant can be quickly protected during a side collision can be entered.

  According to the present invention, it is possible to provide an automobile seat having a function of protecting an occupant in the event of a collision with a vehicle side surface and having a necessary protective function with a simple configuration.

  Hereinafter, embodiments to which the present invention can be applied will be described. For clarity of explanation, the following description and drawings are omitted and simplified as appropriate. Moreover, in each drawing, the same code | symbol is attached | subjected to the same element and the duplication description is abbreviate | omitted as needed.

Embodiment 1 FIG.
FIG. 1 is a perspective view schematically showing a front seat of an automobile provided with automobile seats 1 and 2 according to the present embodiment. As shown in FIG. 1, the front seat is configured by using the automobile seat 1 according to the present embodiment as a driver's seat and using the automobile seat 2 as a passenger seat. The vehicle seats 1 and 2 according to this embodiment include a seating portion 10 on which an occupant sits and an occupant protection mechanism 100. The occupant protection mechanism 100 is connected to the seat side adjacent to the backrest 10a of the seating portion 10, that is, the side opposite to the side door. Therefore, the automobile seat 1 used as a driver's seat in this example is provided with an occupant protection mechanism 100 on the left hand of an occupant seated in the seating portion 10, and the automobile seat 2 used as a passenger seat is An occupant protection mechanism 100 is provided on the right hand of the occupant. Thereby, the collision with the passenger | crew of a driver's seat and the passenger | crew of a passenger seat can be prevented. When the driver seat and the passenger seat are reversed (in the case of a left-hand drive vehicle or the like), the occupant protection mechanism 100 is provided at the opposite position.

  When a side collision detection sensor (not shown) mounted on the vehicle detects a collision, the occupant protection mechanism 100 protrudes forward and is disposed on the side of the occupant. As a result, the occupant protection mechanism 100 receives the occupant. The occupant protection mechanism 100 has a rigid frame inside, and the frame and the side portion of the backrest 10a are connected. The occupant protection mechanism 100 is configured such that an inner frame is covered with a cushioning material such as urethane or foam beads, and the periphery thereof is covered with an outer skin.

  FIG. 2 shows a side view of a state in which an occupant sits on the automobile seat 1 according to the present embodiment. FIG. 2 shows the vehicle seat 1 in a state before the side collision detection sensor detects a collision, that is, a state before the occupant protection mechanism operates (hereinafter referred to as an accommodation state). In the following description, the case of the automobile seat 1 will be described, but the same applies to the automobile seat 2. In FIG. 2, each member is shown in a transparent manner for easy illustration. Further, the cushioning material included in the occupant protection mechanism 100 and the outer skin of the occupant protection mechanism 100 are omitted.

  As shown in FIG. 2, the frame 110 inside the occupant protection mechanism 100 includes a pyro unit 111, a first link 112, and a second link 113. The frame 110 is connected to the side frame 11 of the backrest 10 a at the ends of the pyro unit 111 and the second link 113. As shown in the figure, the second link 113 is substantially parallel to the backrest 10a in the accommodated state of the occupant protection mechanism 100. Thereby, the passenger | crew protection mechanism 100 in the accommodation state is located substantially parallel to the backrest 10a. In addition, it can also be set as the structure which the passenger | crew protection mechanism 100 is located in the back of the backrest 10a in the accommodation state.

  Next, operations of the vehicle seat 1 and the occupant protection mechanism 100 according to the present embodiment will be described with reference to FIGS. FIG. 3 is a side view showing a state in which the occupant protection mechanism 100 is operated. In FIG. 3, each member is shown in the same manner as in FIG. Further, the cushioning material and the outer skin included in the occupant protection mechanism 100 are omitted. Furthermore, in FIG. 3, the site | part which moved from the state of FIG. 2 is shown with the broken line.

  When a side collision detection sensor (not shown) provided in the vehicle detects an impact, the pyro unit 111 operates in accordance with a signal indicating that a side collision has been detected. As a result, the frame 110 is deployed, and the occupant protection mechanism 100 operates. When the occupant protection mechanism 100 operates, the frame 110 is positioned directly beside the occupant as shown by a broken line in FIG. That is, the interference member and the outer cover that cover the frame 110 are located directly beside the occupant. Specifically, the occupant protection mechanism 100 is deployed and urged to tilt forward. As shown in FIG. 3, when the vehicle seat 1 is viewed from the side, the vehicle 110 is positioned such that a part of the frame 110 inside the occupant protection mechanism 100 overlaps with the occupant. Thus, the occupant protection mechanism 100 can receive the occupant and ensure the safety of the occupant.

  In the present embodiment, by disposing the occupant protection mechanism 100 having high rigidity and shock absorption on the side of the backrest 10a of the automobile seat 1, the side surface of the vehicle body can be obtained without depending on the rigidity of parts other than the seat. It makes it possible to catch occupants in the event of a collision. Therefore, even when there is no opposing rigid member as in the adjacent seat side in the front seat of the automobile, it is possible to exhibit shock absorption. Also, for example, even when the time from the first collision detection to the occurrence of the collision is long, such as when the occupant bounces to the opposite side after colliding with the side door side (third collision), the airbag As described above, the shock absorbing performance can be maintained without causing air to escape.

  Next, details of the interior of the occupant protection mechanism 100 according to the present embodiment will be described. 4A and 4B are side views showing the frame 110 according to the present embodiment and the side frame 11 to which the frame 110 is connected. Each member is shown in the same manner as in FIGS. FIG. 4A shows a state before the occupant protection mechanism 100 is operated, that is, an accommodation state, and FIG. 4B shows a state after the occupant protection mechanism 100 is operated. As shown in FIG. 4A, the pyro unit 111 and the first link 112 are rotatably connected to each other on a rotation shaft 114. Further, the first link 112 and the second link 113 are connected to each other on the rotation shaft 115 so as to be rotatable. The second link 113 is movably connected to the side frame 11 on the rotation shaft 116.

  The pyro unit 111 has a pyro stroke 111a and a pyro base 111b. The pyro unit 111 is connected to a side collision detection sensor (not shown), and operates by receiving a signal indicating that a collision with the side surface of the vehicle has been detected from the side collision detection sensor. The pyro unit 111 projects the pyro stroke 111a by the explosive force of the explosive charged in the pyro base 111b. The pyrobase 111b is fixed to the side frame 11, and a pyrostroke 111a is accommodated therein. As shown in FIG. 4B, the pyrostroke 111 a protrudes from the pyrobase 111 b and generates a pressing force when the pyro unit 111 operates. A rotation shaft 114 is provided at the tip of the pyrostroke 111 a that protrudes from the pyrobase 111 b and is connected to the first link 112.

  A concave portion is formed in the side frame 11 as a pyrostroke guide 12. FIG. 5 is a cross-sectional view taken along the cutting line AA in FIG. The rotating shaft 114 passes through the first link 112 and the pyrostroke 111 a and enters the pyrostroke guide 12. The pyrostroke guide 12 is a through hole that penetrates the side frame 11, and the pivot shaft 114 also penetrates the pyrostroke guide 12. A locking portion 114 a is formed at the tip of the rotating shaft 114. The diameter of the locking portion 114 a is wider than the width of the pyrostroke guide 12, and the rotation shaft 114 is configured not to come out of the pyrostroke guide 12 by the locking portion 114 a.

  When the pyro unit 111 operates, the first link 112 and the second link 113 move with the movement of the pyro stroke 111a. At this time, the first link 112 rotates with respect to the pyrostroke 111 a on the rotation shaft 114. Further, the first link 112 and the second link 113 rotate with respect to each other on the rotation shaft 115. Further, the second link 113 rotates with respect to the side frame 11 on the rotation shaft 116. By such an operation, the frame 110 transitions from the state shown in FIG. 4A to the state shown in FIG.

  The pyrostroke guide 12 is formed in a longitudinal shape in the expansion / contraction direction of the pyrostroke 111a. 6A and 6B are side views showing only the pyrostroke guide 12 and the rotating shaft 114. FIG. The states in FIGS. 6A and 6B correspond to the states in FIGS. 4A and 4B, respectively. As shown in FIG. 6A, in a state where the pyrostroke 111a is housed in the pyrobase 111b, the rotating shaft 114 is located at the end P of the pyrostroke guide 12, and the diameter of the rotating shaft 114 is set. The width of the pyrostroke guide 12 at the end portion P is substantially the same.

  The width of the pyrostroke guide 12 is the same as the width at the end portion P from the end portion P to the opposite end portion Q up to a substantially intermediate point, and gradually decreases as the end portion Q approaches. Therefore, in the vicinity of the end Q, the width of the pyrostroke guide 12 is narrower than the diameter of the rotating shaft 114. Here, the width of the pyrostroke guide 12 may be configured such that the width gradually decreases from the end P toward the end Q.

  When the pyro unit 111 is operated, the rotation shaft 114 moves from the end portion P toward the end portion Q of the pyro stroke guide 12. The driving force responsible for the movement of the rotating shaft 114 is an explosive force caused by the pyrotechnics of the pyro unit 111 and has a strong propulsive force. Therefore, the rotating shaft 114 approaches the end Q while expanding the width of the pyrostroke guide 12. When the rotating shaft 114 pushes and spreads the pyrostroke guide 12, the propulsive force of the pyro unit 111 is absorbed, and when the propelling force of the pyro unit 111 disappears or when the rotating shaft 114 reaches the end Q. The pyrostroke 111a stops popping out.

  When the width of the pyrostroke guide 12 is not narrowed from one end to the other, but is a constant width and is equal to or wider than the diameter of the rotating shaft 114, the pyrostroke by the operation of the pyro unit 111 is performed. There is no structure which becomes a brake other than the friction of each part with respect to the protrusion of 111a. Therefore, it is conceivable that the rotating shaft 114 reaches the end Q while maintaining momentum, and the rotating shaft 114 rebounds at the end Q. In that case, it is considered that the pyrostroke 111a moves in a direction in which the pyrostroke 111a is stored again in the pyrobase 111b, and the frame 110 deviates from a position for protecting the occupant.

  On the other hand, if the width of the pyrostroke guide 12 is reduced from one end to the other end, the propulsive force of the pyro unit 111 is absorbed by the above effect. Further, when the rotation shaft 114 stops, the rotation shaft 114 is sandwiched between the pyrostroke guides 12. Even if the pyro unit 111 reaches the end Q without losing propulsive force, the rotating shaft 114 is sandwiched between the pyro stroke guides 12, so that this portion serves as a brake and prevents the pyro stroke 111a from rebounding. be able to.

  By such an operation, the frame 110 is unfolded as shown by the broken line in FIG. 3, and the occupant protection mechanism 100 receives the occupant. The impact when the occupant collides with the occupant protection mechanism 100 is supported by the connecting portion of the frame 110 and the side frame 11, that is, the pyrobase 111b and the rotating shaft 116. Furthermore, since the rotation shaft 114 is locked to the pyrostroke guide 12 by the locking portion 114a, the rotation shaft 114 is also supported. Thereby, the intensity | strength at the time of the passenger | crew protection mechanism 100 receiving a passenger | crew can be improved.

  Since the pyro unit 111 operates due to the explosive explosion, a very loud sound is generated by the explosive explosion. On the other hand, in this embodiment, the frame 110 has a triangular configuration using the pyro unit 111, the first link 112, and the second link 113, and receives the occupant by the first link 112 and the second link 113. The unit 111 is arranged as far as possible from the passenger. Therefore, it is possible to reduce the influence of explosive sound generated when the pyro unit 111 is operated on the occupant's hearing.

  As shown in FIGS. 1 and 2, the height of the occupant protection mechanism 100 in the accommodated state is lower than the head rest provided on the backrest 10a. And as shown in FIG. 3, the flame | frame 110 expand | deploys to the height of a passenger | crew's shoulder opening vicinity. That is, the occupant protection mechanism 100 is deployed at a height near the occupant's shoulder. In order to prevent a collision between the occupant and the side door, the head may collide with the side door even if the occupant's body is received, but there is no opposing rigid member on the adjacent seat side, so You can reach your goal by catching your body. Moreover, when providing the member which protects a head, the member will interrupt | block a passenger | crew's visual field. By using the occupant protection mechanism 100 according to the present embodiment, it is possible to avoid blocking the occupant's field of view. Note that the deployment position of the occupant protection mechanism 100 may be lower than the shoulder of the occupant.

  The frame 110 can also be deployed to the vicinity of the head of the occupant, and the height of the occupant protection mechanism 100 in the housed state can be made substantially the same as the head rest provided on the backrest 10a. It is. Thereby, a passenger | crew's head can be protected. However, in this case, the size of the frame 110 increases. In connection with this, the space | interval from the collision part with the passenger | crew in the passenger | crew protection mechanism 100 to the connection part of the frame 110 and the side frame 11 becomes long, and intensity | strength falls. Furthermore, the stroke that the occupant protection mechanism expands also becomes long, and it takes time to fully expand. Therefore, the occupant protection mechanism 100 is preferably configured to receive the occupant's body.

  In a normal automobile seat, the seat belt is disposed around the waist of the occupant on the opposite side from the shoulder of the occupant on the side door side. As shown in FIG. 1, the occupant protection mechanism 100 according to the present embodiment can be easily applied without interfering with a normal seat belt arrangement. Further, in FIG. 1, when an occupant seated in the automobile seat 1 receives an impact that moves to the adjacent automobile seat 2 side, the seat belt is hung from the shoulder on the side door side. The seat belt cannot support the body of the passenger sitting in the passenger seat. By providing the occupant protection mechanism 100 on the adjacent seat side, it is possible to receive the occupant when receiving an impact that moves from the seat on which the occupant is seated to the adjacent seat side (the center side of the vehicle). .

  Deployment of the occupant protection mechanism 100 according to the present embodiment is completed with only one operation of the pyro unit 111, as shown in FIGS. 4 (a) and 4 (b). That is, the occupant protection mechanism 100 is deployed from the accommodated state by detecting a side collision. As a result, the frame 110 can have a simple configuration, and the number of parts can be reduced. In the above description, the frame 110 shown in FIGS. 4A and 4B has been described as an example. However, the configuration of the frame is not particularly limited as long as the functions described above can be realized. That is, it is only necessary to be a rigid body that can be deployed to the side of the occupant and catch the occupant simultaneously with the detection of the side collision.

  The upper surface of the outer skin of the occupant protection mechanism 100 is folded in a bellows shape in the accommodated state, and when the occupant protection mechanism 100 is operated as shown in FIG. 3, the portion folded in the bellows shape expands. In addition, only the 2nd link 113 is covered with the shock absorbing material and the outer skin, and it can also be set as the structure which the passenger | crew protection mechanism 100 expand | deploys when this part rotates using the rotating shaft 116 as a fulcrum, and falls forward. .

  In the above description, an example in which the locking portion 114a is formed at the tip of the rotating shaft 114 and the rotating shaft 114 is configured not to come off the pyrostroke guide 12 has been described. Even if the portion 114a and the pyrostroke guide 12 are not provided, it is possible to realize a deployment mechanism of the frame 110. However, providing the locking portion 114a and the pyrostroke guide 12 can improve the strength when the occupant collides with the occupant protection mechanism 100 as described above, which is preferable.

  Further, in order to prevent rebound of the pyrostroke 111a popped out by the pressing force of the pyro unit 111, a brake mechanism including the rotating shaft 114 and the pyrostroke guide 12 is provided. However, the present invention is not limited to this. A brake mechanism may be provided in other parts such as the rotating shaft 115 and the rotating shaft 116, or the pyrostroke 111a of the pyro unit 111 may be a one-way lock type and may be a mechanism that moves only in a direction protruding from the main body. .

Embodiment 2. FIG.
In the first embodiment, the example in which the occupant protection mechanism 100 is provided only on the adjacent seat side has been described. In the present embodiment, an example in which occupant protection mechanisms are provided on both sides of an automobile seat will be described. In addition, about the structure which attaches | subjects the code | symbol similar to Embodiment 1, the same or equivalent part as Embodiment 1 is shown, and description is abbreviate | omitted.

  FIG. 7 is a perspective view schematically showing a front seat of an automobile provided with automobile seats 3 and 4 according to the present embodiment. As in the first embodiment, the automobile seat 3 is used as a driver seat, and the automobile seat 4 is used as a passenger seat to constitute a front seat. The vehicle seats 3 and 4 according to the present embodiment include a seating portion 10 where an occupant sits, an occupant protection mechanism 100 that protects the occupant on the center side of the vehicle, and an occupant protection mechanism 200 that protects the occupant outside the vehicle. The passenger protection mechanism 100 is equivalent to that described in the first embodiment. The occupant protection mechanism 200 is provided on the side opposite to the occupant protection mechanism 200. Therefore, the automobile seat 3 used as a driver's seat is provided with an occupant protection mechanism 200 on the right side when viewed from the occupant seated in the seating portion 10, and the automobile seat 4 used as a passenger seat is An occupant protection mechanism 200 is provided on the left side when viewed from the side.

  As with the occupant protection mechanism 100, when the side collision detection sensor (not shown) mounted on the vehicle detects a collision, the occupant protection mechanism 200 causes the head protection bracket 210 that is a part of the occupant protection mechanism 200 to protrude forward. Between the head of the passenger and the side door. Thereby, head protection bracket 210 can catch a crew member's head and can prevent a crew member's side door collision (secondary collision).

  As shown in FIG. 7, the passenger protection mechanism 200 includes a base 220 and a head protection bracket 210. As described above, the head protection bracket 210 is a part that receives the head of the occupant in the case of a side collision of the vehicle body. The base 220 is a part that holds the head protection bracket 210. The base 220 has a rigid frame inside, and is rotatably connected to the side of the backrest 10a at the end of the frame. Further, the periphery of the frame inside the base portion 220 is covered with a cushioning material such as urethane or foam beads, which is an example of a cushioning portion. The head protection bracket 210 is provided at the end of the base 220 opposite to the connecting portion with the backrest 10a of the frame. The head protection bracket 210 is formed by covering an iron plate provided at the end of the frame inside the base 220 with a cushioning material such as foam beads or urethane.

  The occupant protection mechanism 200 according to the present embodiment performs a preliminary operation in which the base 220 rotates forward and falls when the occupant sits on the seat. When an impact on the side surface of the vehicle body is detected, the head protection bracket 210 further moves to the base. Rotate forward relative to 220 to catch the occupant's head. That is, a preliminary operation (preliminary deployment) in which the base 220 rotates with respect to the seat back and an actual operation in which the head protection bracket 210 rotates with respect to the base 220 and is disposed on the side of the occupant's head ( By performing (complete deployment), the problem of the collision with respect to the vehicle side face that the time interval from the primary collision to the secondary collision is short is solved.

  FIG. 8 shows a side view of a state in which an occupant sits on the automobile seat 3 according to the present embodiment. In FIG. 8, the vehicle seat in a state before the side collision detection sensor detects a collision and before performing a preliminary operation, that is, a state in which the occupant protection mechanism 200 is not operating at all (hereinafter referred to as an accommodation state). 3 is shown. In the following description, the case of the automobile seat 3 will be described, but the same applies to the automobile seat 4. In FIG. 8, each member is shown in a transparent manner for easy illustration. Further, the occupant protection mechanism 100 is omitted, and the occupant protection mechanism 200 is shown in detail. Further, the cushioning material included in the occupant protection mechanism 200 and the outer skin of the occupant protection mechanism 200 are omitted.

  As shown in FIG. 8, the vehicle seat 3 according to the present embodiment is an integral seat in which a seat belt holder 13 is provided on a backrest 10a. As shown in FIG. 8, the frame 211 is connected to the side frame 11 of the backrest 10 a so as to be rotatable about a rotation shaft 212. A motor 22 is attached to the side frame 11, and a sector gear (not shown) provided on the frame 211 and the motor 22 are fitted. That is, the frame 211 is rotated by the driving force of the motor 22.

  The motor 22 is connected to a seating detection sensor (not shown). The seating detection sensor can detect whether an occupant is seated on or off the car seat 3 and transmits the result to the motor 22. The motor 22 rotates the frame 211 forward by receiving a signal indicating that the occupant is seated on the seat from the seating detection sensor. The frame 211 has a base plate (not shown), and when the frame 211 rotates, the plate also rotates together. Preliminary operation of the passenger protection mechanism 200 is performed by the rotation of the frame 211 by the driving force of the motor 22.

  Next, operations of the vehicle seat 3 and the passenger protection mechanism 200 according to the present embodiment will be described with reference to the flowcharts of FIGS. 8, 9, 10, and 11. FIG. 9 is a side view showing a state where the occupant protection mechanism 200 performs a preliminary operation, and FIG. 10 is a side view showing a state where the occupant protection mechanism 200 performs an actual operation. FIG. 11 is a flowchart showing the operation of the occupant protection mechanism 200 according to this embodiment. In FIGS. 9 and 10, the inner frame 211 is shown through the occupant protection mechanism 200 as in FIG. 8. 9 and 10, the part moved from the state of FIG. 8 is indicated by a two-dot chain line, and in FIG. 10, the part further moved from the state of FIG. 9 is indicated by a broken line.

  When the seating detection sensor provided on the vehicle seat 3 detects the seating of the passenger on the seat (S101), the seating detection sensor transmits a seating detection signal to the motor 22. The motor 22 rotates the frame 211 when receiving the seating detection signal. As a result, the occupant protection mechanism 200 performs a preliminary operation (S102). When the preliminary operation is performed, the head protection bracket 210 approaches the occupant's head as shown in FIG. 9 and is positioned between the side of the headrest of the automobile seat 3 and the side of the occupant's head. In other words, the occupant protection mechanism 200 is deployed, moves in a predetermined moving direction, and stops in a further movable state. Specifically, when the occupant protection mechanism 200 moves forward and the vehicle seat 3 is viewed from the side as shown in FIG. 9, the head protection bracket 210 is positioned so as to overlap a part of the occupant's head. To do.

  Thus, the distance until the head protection bracket 210 reaches right next to the head of the occupant during actual operation can be shortened, and the right side of the occupant can be ensured during normal driving. The seating of the occupant on the seat may be detected by providing a contact sensor or a pressure sensor on the seat, or may be detected by inserting a vehicle key or starting the engine. Alternatively, the detection may be performed by switching a vehicle gear, switching a selector lever, and releasing a parking brake. Furthermore, the occupant protection mechanism 200 may be rotated by the occupant performing a predetermined operation.

  When a side collision detection sensor (not shown) provided in the vehicle detects an impact in a state where the occupant protection mechanism 200 performs a preliminary operation (S103), the pyro unit operates according to a signal indicating that a side collision has been detected, thereby protecting the occupant. The mechanism 100 and the occupant protection mechanism 200 perform actual operations (S104). When the occupant protection mechanism 200 performs an actual operation, the head protection bracket 210 is positioned directly beside the occupant's head, as shown in FIG. In other words, the occupant protection mechanism 200 is further deployed and moves completely within a predetermined movable range. Specifically, the occupant protection mechanism 200 moves forward, and the head protection bracket 210 is positioned so as to overlap the entire occupant's head when the automobile seat 3 is viewed from the side as shown in FIG. . Thereby, head protection bracket 210 can catch a crew member's head and can prevent a secondary collision to a crew member's side door. Further, when an occupant receives an impact that moves to the side opposite to the side door, the occupant protection mechanism 100 can receive the occupant.

  When the occupant leaves the seat without detecting a side collision while the occupant protection mechanism 200 performs the preliminary operation, the motor 22 rotates the frame 211 to make the occupant protection mechanism 200 substantially parallel to the backrest 10a. Position. As a result, the occupant protection mechanism 200 is in the housed state, and it is possible to avoid obstructing the occupant's getting on and off the seat. The occupant's leaving can be detected by, for example, removing the vehicle key, stopping the engine, the parking brake, and the selector lever. Further, when the occupant performs a predetermined operation, the motor 22 may be operated to rotate the occupant protection mechanism 200 to a position substantially parallel to the backrest 10a. Further, the height of the head protection bracket 210 in the accommodated state of the occupant protection mechanism 200 is substantially the same as the height of the head rest provided on the backrest 10a.

  In the state where the occupant is seated on the automobile seats 3 and 4, when the occupant receives an impact that moves to the side door side, the occupant's head may collide with the side door even if the occupant's body is received. is there. However, when an occupant receives an impact that moves to the side opposite to the side door, the opposite side does not have a configuration opposite to the side door, so there is less risk of the occupant's head colliding. Accordingly, as in this embodiment, an occupant protection mechanism 200 that can protect the head of the occupant is provided on the side door side of the vehicle seats 3 and 4, and the occupant protection mechanism 200 is configured on the opposite side with a simpler configuration than the occupant protection mechanism 200. By providing the occupant protection mechanism 100 that protects the body, the configuration of each member can be optimized.

  Specifically, the occupant protection mechanism 200 provided on the outside of the vehicle body, that is, on the side door side with respect to the automobile seats 3 and 4 protects the head of the occupant so as not to collide with the side door. The head protection bracket 210 is provided so that it can do. In order to reduce the time required for the head protection bracket 210 to reach the occupant's head side at the time of a side collision, and to prevent the occupant protection mechanism 200 from interfering with getting on and off at normal times, a preliminary operation and an actual operation are performed. Like to do.

  On the other hand, the occupant protection mechanism 100 provided on the inner side of the vehicle body with respect to the automobile seats 3 and 4, that is, on the adjacent seat side, has a passenger's head like a side door on the adjacent seat side as described above. There is no configuration for protecting the head because there is no member that collides. Thereby, since the operation stroke at the time of side collision detection becomes shorter than that of the occupant protection mechanism 200, there is no distinction between the preliminary operation and the actual operation, and the operation is deployed on the side of the occupant's body in one operation. Therefore, the configuration can be simplified, and the number of parts can be reduced and the productivity can be improved. Moreover, since there is no structure which protects a passenger | crew's head, the height of the passenger | crew protection mechanism 100 can be made to the height of a passenger | crew's shoulder. Therefore, it is possible to avoid the occupant protection mechanism 100 from blocking the field of view when the occupant seated on the automobile seats 3 and 4 has a conversation with the occupant in the rear seat.

  In the present embodiment, the position of the occupant protection mechanism 100 in the accommodated state may be the position in which the occupant protection mechanism 200 shown in FIG. Thereby, the right-and-left balance of the vehicle seat 3 in a state where the occupant is seated on the seating portion can be maintained. Further, the stroke when the occupant protection mechanism 100 is deployed can be shortened, and the time until the deployment of the occupant protection mechanism 100 is completed can be shortened.

It is a perspective view which shows the vehicle seat which concerns on Embodiment 1 of this invention. It is a permeation | transmission side view which shows the vehicle seat which concerns on Embodiment 1 of this invention. It is a permeation | transmission side view which shows the vehicle seat which concerns on Embodiment 1 of this invention. It is a permeation | transmission side view which shows the flame | frame contained in the vehicle seat which concerns on Embodiment 1 of this invention. It is sectional drawing which shows a part of flame | frame contained in the vehicle seat which concerns on Embodiment 1 of this invention. It is a side view which shows a part of flame | frame contained in the vehicle seat which concerns on Embodiment 1 of this invention. It is a perspective view which shows the vehicle seat which concerns on Embodiment 2 of this invention. It is a permeation | transmission side view which shows the vehicle seat which concerns on Embodiment 2 of this invention. It is a permeation | transmission side view which shows the vehicle seat which concerns on Embodiment 2 of this invention. It is a permeation | transmission side view which shows the vehicle seat which concerns on Embodiment 2 of this invention. It is a flowchart which shows operation | movement of the passenger | crew protection mechanism of the motor vehicle seat which concerns on Embodiment 2 of this invention.

Explanation of symbols

1, 2, 3, 4 Car seat, 10 seating part, 10a Backrest 11 Side frame, 12 Pyro stroke guide, 13 Seat belt holder 22 Motor, 100 Occupant protection mechanism, 110 Frame, 111 Pyro unit 111a Pyro stroke, 111b Pyro Base, 112 First link 113 Second link, 114 Rotating shaft, 114a Locking portion, 115 Rotating shaft 116 Rotating shaft, 200 Occupant protection mechanism, 210 Head protection bracket 211 Frame, 212 Rotating shaft, 220 Base

Claims (9)

An automobile seat having a mechanism for protecting an occupant against an impact on a side of an automobile,
A seating area where passengers are seated;
A rigid body portion that is deployable on the side of the seating portion and on the center side of the vehicle; and a buffer portion that is fixed to the rigid body portion and absorbs an impact on the occupant between the rigid body portion and the occupant. An occupant protection mechanism fixed to the seating portion;
Equipped with a,
The occupant protection mechanism has a pyro unit fixed to a side frame of the seating portion,
The pyro unit includes a pyro stroke, and a pyro base that is fixed to the side frame and accommodates the pyro stroke,
The rigid body portion is connected to the pyrostroke and the first rotation shaft, to the first link and the second rotation shaft, and to the side frame and the third rotation shaft. 2 links,
In the development of the rigid body part,
The pyrostroke protrudes from the pyrobase;
Along with the protrusion of the pyrostroke, the first link rotates on the first rotation shaft so that the second rotation shaft moves forward of the automobile,
With the rotation of the first link, the second link rotates in front of the vehicle on the third rotation shaft . The rigid body portion expands in response to a side collision of the automobile.
The automobile seat according to claim 1. The occupant protection mechanism is positioned substantially parallel to the back of the seating portion in the accommodated state or behind the back, and is pushed forward from the accommodated state in response to a collision with the automobile and deployed.
The automobile seat according to claim 1 or 2. The seating portion includes a backrest and a head rest fixed on the backrest,
The height of the occupant protection mechanism in the accommodated state is lower than the headrest,
The automobile seat according to claim 3. Is fixed to the front Symbol seated portion, occupant in between the second rigid portion capable of expansion in the side door side of the motor vehicle a side portion of the seat portion, and its second occupant is fixed to the rigid portion An outer occupant protection mechanism having a second buffer portion that absorbs shock to the vehicle ,
The automobile seat according to claim 1, further comprising: Before KiTsuyoshi body and / or said second rigid portion to expand in response to a side impact of a motor vehicle,
The automobile seat according to claim 5. It said outer occupant protection mechanism and / or pre-Kino membered protection mechanism is positioned behind the backrest and substantially parallel or a backrest of the seating portion in accommodating state,
The automobile seat according to claim 5 or 6. The seating portion includes a backrest and a head rest fixed on the backrest,
The outer occupant protection mechanism is substantially the same height as the head rest in the accommodated state,
Before Kino membered protection mechanism is lower than the head rest in the receiving state,
The automobile seat according to claim 7. The second rigid portion is to pre Me deployment before collision against the side surface of the car, further largely expanded at the time of collision,
Prior KiTsuyoshi body, the deployed during a collision without previously expanded before the collision,
The automobile seat according to claim 5.

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